Electric system for vehicles



Jan. 30, 1934. NEULAND- Re. 19,066

ELECTRIC SYSTEM FOR VEHICLES Original Filed July 12, 1928 ALFONS H. NEULA/VQ Reissued Jan. 30, 1934 UNITED STATES PATENT OFFICE mesne assignment tion, a corporation of Original No. 1,820,861,

Serial No. 292,195, Jul

for reissue December 6,

28 Claims.

This invention relates to improved methods and means for electromagnetically transmitting power from a prime mover to a load.

In my U. S. Patent No. 1,784,309 for power transmission devices I disclosed an apparatus having clutch and booster dynamos for variously transmitting power from a prime mover to load and including a regulating dynamo operated by the load-shaft for automatically controlling the speed and torque relationships.

Myinvention is particularly adapted for use in the type of apparatus in which a dynamo is rotatably associated with a power shaft and a load shaft by suitable mechanical connections and "cooperates with. another dynamo to transmit power between the shafts.

Another object is to provide a system capable of cooperating with the other devices on a vehicle such as a battery, ignition coil, lights, etc.

Still another object is to provide improved means including the accelerator for controlling engine speed and torque relationships by varia tions of the engine throttle.

A further object is to secure the many functions with relatively few devices and simple circuit connections.

Still further objects and advantages of my system will appear from the following description of which The single figure of the drawing is a wiring diagram showing schematically the relationships between the electrical and mechanical elements of the system and the engine, propeller, accelerator and translating devices on the vehicle.

Referring to the drawing, the power source or engine on the vehicle is represented by the crankshaft 1 which drives the series. field coil 2 mounted on the field system of the clutch dynamo. The clutch armature 3 is ,connectedto and drives the propeller shaft of the vehicle represented by 4.. The booster dynamo has an armature 5 opera- I tively connected to crank shaft 1 and is provided witha series coil 6 having relatively few turns withrespect to the series field coil -2. The two armatures and field coils are connected in series,

the heavy line representing the load circuit. The

booster-field-system is alsoprovided. with a regu lating coil 7 and a coil .8 particularly for the purpose of stabilizing booster motoring action and the system on light loads.

The subject matter for energizing and controlling the dynamos is broadly claimed in my copending application Serial No. 645,997 for the reissue of Patent No. 1,784,308.

A small regulating dynamo is also provided tablished in theload circuit,

s, to Electrogear Corpora- Delaware dated August 25, 1931, y 12, 1928. Application 1932. Serial No.

having its armature 9 operatively connected to propeller shaft 4 and its field coil 10 connected to a third brush. The regulator armature is continuously connected to and supplies a varying current to coil 7 in the direction of the arrow, the cut out 20 establishing an intermittent connection with other devices on the vehicle.

A battery 12 is provided to cooperate with the system and withthe auxiliary devices on the vehicle. I provide circuit connections whereby when the ignition switch 13 is closed the potential from cells a, b and c is impressed on the ignition coil 14 and on booster coil 8, current flowing in the direction of the arrow. This feature is claimed in my Patent No. 1,820,862, issued August 25, 1931. At the same time thepotential from cell d is impressed on the clutch coil 2, the current flowing from cell d to slip ring 15 thru coll 2, slip ring 16, current limiting resistance 1?, switch 13, ammeter 18 and back to cell d. From the junction point near switch 13 another circuit is established including the resistance 19, permit.- ting a minute current flow thru regulating dynamo coil 10 in the direction of the arrow.

I provide means, such as the switch 21, to shunt current away from the series coil 6 in order to aid stabilization during the engine idling period, and for other reasons which will here- 1 after be pointed out. The switch is arranged to be operated by the coils 22 or 23, the former traversed by current in. the load circuit and the latter connected to and supplied with. potential and current from the regulator armature 9 thru the switch 24 to be opened or closed by the-movement of accelerator 25.

The operation of the s with a vehicle may best. be following: Whenthe operator depresses starting switch 25', all battery cells are connected across armature 3, and a second circuitis established ineluding armature 5 and coils 2 and 6. featureis. described and claimed in my Reissue Patent No. 18,888. The engine is started and set in operation upon closing of switch 13. Assuming the vehicle locked and the propeller shaft sta- 100 tionary, a flow of current will immediately be es the clutch acting as a generator by reason of its relatively powerful 1 series field and the relatively weaker booster series field being reversely connected for motor action. 105 A series circuit of this nature is unstable and subject to surging and reversal of clutch polarity during engine idling and light load periods, especially if the booster motoring action is considerable, which is essential if a substantial engine 110 s ystem in connection understood from-the":

torque multiplication and powerful propeller torque is to be produced. However, the switch 13 as heretofore stated permits a flow of -current from cell :1. thru coil 2 in direction of the arrow which, when current in main circuit decreases to a point where the booster counter potential threatensto reverse its flow, maintains the clutch polarity and potential and so stabilizes the sysing through the coil 6 when switch 21 is closed permits the booster to exert a limited motoring torque to produce a counter-electromotive force which opposes the generator electromotive force in the clutch and limits the current in the load circuit when the engine idles, the limited current being insuflicient to start the car in motion.

The stabilizing coil 8 is supplied with current from the battery cells a, b and c which establishes a relatively small magnetomotive force in the booster field opposed to that due to coil 6 so that when current in load circuit decreases to a point where it threatens to reverse the magnetomotive force in coil 8 becomes instantly efiective in reducing or'even reversing booster flux and potential and thereby to oppose surging and to maintain current in the same direction'in the load circuit.

To start the car in motion the engine is speeded up by depressing the accelerator; current in the load circuit isimmediately built up and the increased torque on the propeller shaft sets the car into motion.

It should be noted that the automatic regulation insures stability of the system. Whenever, during the period while the booster operates as a motor, the throttle is suddenly released thereby causing a sudden cessation of load current, the

depression of the throttle will insure building up of load current in the same direction, since a reduction in the load current causes the magnetomotive force in coil 7 to predominate and to change the booster into a generator, thereby preventing a too sudden cessation of the load current, and causing it to build up in the same direction when the throttle is again depressed. In view of the inherent stability thus obtained either of the coils 8 and 2 or both of them acting together, iseifective principally when the propeller shaft is at rest in maintaining in the clutch a slight magnetization in generating direction and in the booster a slight magnetization opposed to motoring magnetization of a strength that is sufficient in most instances merely to maintain or reverse the residual magnetism in the fields.

The maximum propeller torque is produced when the vehicle is stalled and engine throttle is open to its full extent. Propeller shaft 4 is at rest and no current flows in the coil 23 so that the heavy load current in coil 22 opens switch 21 and allows the entire load current to traverse coil 6, which thereby exerts a powerful torque on armature 3 in aid of the engine torque and causes a rapid building up of propeller torque to its maximum. There is at present no current flow in the regulating coil 7 while the relatively small opposing magnetomotive force in the tabilizing coil 8 does not materially interfere engine'torque and current in load circuit.

switch coil 23 to a point where its force exceeds that due to'current in coil 22, the switch 21 closes and shunts current away from coil 6. If the propeller speed, at this time, is nearly that of the engine-an automatic transition will take place, that is the propeller shaft will pass thru synchronism for the reason that shunting of coil 6 reduces its magnetomotive force, the force due to coils 7 and 8 predominates, reverses booster flux and potential and forces the booster at first to take over energization of the load circuit and thereafter to supply apotential in excess of this and to cause propeller to overrun the engine.

The subject matter of short-circuiting the booster series coil with a switch operated by an accelerator is broadly claimed in my Patent No. 1,820,864, issued August 25, 1931.

After the vehicle has accelerated and the operator wishes only to maintain this speed, he releases the throttle partly and thereby reduces If it happens that the propeller speed is again nearly that of the engine such a throttle change will also result in transition of the propeller shaft due to the fact that the unchanged current in coil 23 110 allows its force to predominate over that due to the weakened current in coil 22; this closes the switch and so reverses the booster flux and electromotive force. The booster now receives a torque from engine the speed of which, due also to decreased throttle opening, drops below that of propeller shaft.

- The accelerator 25 may be adjusted to allow a full engine throttle opening before the switch 24 opens. This permits the operator to secure the maximum engine torque at a relatively low and eflicient engine speed and at his option, by a further depression of accelerator, interrupt the circuit of coil 23. Current in 22 opens switch 21, the load current traverses coil 6 in opposition to coils '7 and 8 weakens the booster flux, permits engine to speed up and develop more power which, due to changed relationships, increases propeller torque and rate of vehicle acceleration.

From the foregoing it will be understood that 130 I the entire cycle' of operation, including stabilization during the idling period, production of maximum propeller torque, acceleration, transition, and engine speed control are all accomplished either automatically or by changes in the engine throttle. This greatly simplifies the operation of a motor vehicle and permits the operator to pay more attention to safety.

I desire to emphasize the importance of emciency in the transmission apparatus of a vehicle. Aside from overheating that results from poor efliciency, any considerable loss of power reflects in increased engine speed, poor acceleration and general sluggishness. It will be seen that due to the methods and means employed my system 18'145 eflicient, for instance, under normal operating conditions, when overspeeding, the current in coil 7 need only be moderate in order to supply the needed booster field-in view of the fact that at this time the coil 6 is shunted and offers prac- 150 tically no] opposition as a consequence of which the regulating dynamo need only supply a relatively small amount of energy for this purpose. 0n the other hand when the maximum propeller torque must be developed there is no current in coil 7, the relatively negligible opposition of coil 8 permits economical production of powerful booster motoring torque with relatively few turns in series coil 6. The load current is very great and the ability of my system to furnish its own excitation at this time will be recognized as important in view of the great amount of excitation energy that is required for the production of the maximum propeller torque which the vehicle at times demands. Furthermore, as stated, my system operates the auxiliary devices on the vehicle, such as the ignition coil 14, horn 27 and lamp 28 when a predetermined voltage has closed the cut out switch 20 and established connection from regulator dynamo armature 9, thru cell d which thereby receives a charge. The surplus current from armature 9 charges the cell d and cells a, b and c in series. This insures a supply of stabilizing current for coils 2 and 8 as well as current for-the other devices on the vehicle.

The combination of a regulating dynamo for charging a battery and regulating an electric system is claimed in my Patent No. 1,820,863 issued August 25,1931.

While I have provided for effective stabilization under extreme conditions when all the means ,shown may be used I wish to point out that in some instances the coil 8 may be omitted and stabilization accomplished by means of the switch 21 in combination with a slight current source for clutch coil 2. In other instances the current source for coil 2 may be omitted and the system stabilized by means of the coil 8 with the aid of some means such as switch 21 for shunting current when coil 6 is strong or without the switch 21 when coil 6 is relatively weak as compared with the clutch coil 2.

The arrangement for changing the operation of one of the dynamos from a motor to a generator in response to speed variations of the propeller or load shaft is broadly claimed in my copending application Ser. No. 645,998 for the reissue of patent No. 1,784,309. The feature of teasing the field of one of the dynamos, in combination with other features, is claimed in the present application, and my copending application Ser. No. 645,997 for the reissue of Patent No. 1,784,308 contains claims broadly covering the teasing feature. Additional reference is made to U. S. Patent 1,773,844 and 1,773,845, issued to me on applications relating to transmission systems of the same general type as the present system.

From the foregoing it will be seen that my system accomplishes the operation and control of a vehicle with relatively few and efficient devices. However, I desire to have it understood that my invention is adapted for other uses and that .it may be used in whole or in part, depending upon the conditions to be met, in the described or other embodiments within the principle and scope of my invention.

I claim:

1. In a transmission system, a power source, a load shaft, a clutch dynamo interposed between the power source and load shaft, a booster dynamo operatively connected to the power source and having a series field coil, a load circuit including said series field coil, a switch for shortcircuiting the field coil when load current is light,

variable potential auxiliary and a variable potential generator for closing the switch inopposition to the load current.

2. In a transmission system, an internal combustion engine having a throttle mechanism, a load shaft, a clutch dynamo interposed between engine and load shaft, a booster dynamo operatively connected to engine having a series field coil, a variable potential auxiliary generator, an electro-magnetic switch operative to shortcircuit the series coil when the generator potential reaches a predetermined value and a second switch operative by the movement of the throttle mechanism to interrupt the generator current and to open ,the field short circuit.

3. In a transmission system a power source, a load shaft, a clutch dynamo interposed between power source and load shaft having a series field coil, a booster dynamo operatively connected to engine and having a field coil, a battery having one of its cells connected to the series coil and several of its cells connected to the booster field coil, an auxiliary generator, and a switch for connecting the generator to battery to supply a charging current to said cells.

4. In a transmission system a power source, a load shaft, a clutch dynamo interposed between power source and load shaft having a series field coil, a booster dynamo operatively connected to engine and having a plurality of field coils, a battery having one of its cells connected to the series coil and several of its cells connected to one of the booster field coils, an auxiliary generator connected to a second booster field coil and a switch for connecting the generator to battery to supply a charging current to said cells.

5. In combination, a power shaft, a load shaft, a dynamo rotatively connected with the power and load shafts, a second dynamo rotatively connected with the power shaft having a field element and a plurality of 'field coils, means including one of the field coils adapted to magnetize the field element in motoring direction, means including another field coil adapted to magnetize the field element in generating direction, andan electromagnetic switch connected to one of the field coils and adapted to reverse the magnetization of the field element.

6. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with both shafts, a second dynamo rotatively connected in fixed speed relation with the engine shaft and having a plurality of field coils, a load circuit connecting said dynamos to transmit power between the shafts, a storage battery for energizing one of the field coils, a rotatable auxiliary generator for energizing another field coil and means for varying the speed of the auxiliary generator.

7. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with engine shaft and load shaft, a second dynamo rotatively connected with one of the shafts having a plurality of field coils, a battery connected to one of the field coils, an auxiliary generator connected to another field coil and an electromagnetic switch for connecting the battery with the auxiliary generator.

8. In combination, a power shaft, a load shaft, two dynamo electric machines adapted to transmit power between the shafts, one'machine being connected in fixed speed relation with the power shaft and the other connected to both shafts, a generator rotatively connected with one of said shafts and an electromagnetic switch operated by variations of the auxiliary generator potential adapted to reverse the voltage with respect to the current in the shaft, a dynamo rotatively connected with engine shaft and load shaft, a second dynamo rotatively connected with one of the shafts'and cooperating with the first dynamo to transmit power between the shafts, an electromagnetic switch, and means cooperating with said electromagnetic switch adapted to operate one of the dynamos as a gen erator when the switch is in one position and as a motor when the switch is in another position.

11. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with both shafts having a field element, a second dynamo rotatively connected with the engine shaft having a field element, a source of current, means for exciting the field element of the first dynamo with current from one of the dynamos, means for energizing the field element of the second dynamo, a load circuit including the dynamos, means for varying the excitation of the field element of the second dynamo, and means for maintaining a slight magnetization in the field element of the first dynamo with a minor current from said source when current in load circuit ceases.

12. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with both shafts having a field element, a second dynamo rotatively connected with the engine shaft having a field element, means for magnetizing both field elements with load current from one of the dynamos, and a separate source of current for maintaining a relatively slight and substantially constant magnetizing force in one of the field elements.

13. In combination, an engine shaft, a load shaft, a dynamo rotatively connected in fixed speed relation with the engine shaft, a second dynamo rotatively connected with both shafts, a load circuit connecting said dynamos, a rotatable auxiliary generator for magnetizing the field element of the first dynamo in accordance with speed variations of one of said shafts, and a. separate source of current for maintaining a slight magnetization of said field element independently of said auxiliary generator.

14. In combination, an engine shaft, a load shaft. a dynamo rotatively connected in fixed speed relation with the engine shaft having a series field coil, a second dynamo rotatively connected with both shafts, a load circuit connecting said dynamos including said field coil connected in motoring direction, means responsive to speed variations of one of said shafts for magnetizing the field element of said first dynamo in generating direction, and means for maintaining a slight magnetization in the field element of said first dynamo in generating direction independently of said speed responsive means.

15. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with both shafts having a series field coil, a second dynamo rotatively connected in fixed speed relation with the engine shaft and having a series field coil,

a load circuit including said dynamos and series field coils with the field coil of said second dynamo connected in motoring direction, means for normally short-circuiting one of said field coils, and means normally tending to maintain a small current flow in said load circuit in the generating direction of said second dynamo.

16. In combination, an engine shaft, a load shaft, a dynamo rotatively connected with both shafts having a series field coil, a second dynamo rotatively connected in fixed speed relation with the engine shaft and having a series field coil, a load circuit including said dynamos and series field coils with the field coil of said second dynamo connected in motoring direction, means for normally short-circuiting one of said field coils, and means for maintaining a slight magnetization in the field element of one of said dynamos tending to establish current flow in the generating direction of said second dynamo.

17. In combination, an engine shaft, a load shaft, a dynamo rotatively associated in fixed speed relation with one of the shafts having a field element, a second dynamo rotatively associated with the other shaft and cooperating with the first dynamo to transmit power between the shafts, means for magnetizing the field element with load current for operation of first dynamo as a motor in one stage, means responsive to speed variations of one of said shafts for changing the first dynamo from a motor to a generator for operation in another stage, and a separate source of current for maintaining magnetization in the field element when load current in the dynamos approaches zero during operation of first dynamo as a generator and for maintaining magnetization in the field element in the same direction when current in the dynamos approaches zero during operation of the first dynamo as a motor.

.18. A transmission system including an engine having a shaft, load shaft, a dynamo connected in fixed speed relation with the engine shaft having a series field coil, a second dynamo connected in variable speed relation with both shafts having a series field coil, a load circuit including the dynamos and their field coils for operating the first dynamo as a motor and the second dynamo as a generator in the first stage, a separate source of current, and means including said separate source for opposing the motoring magnetization of the first dynamo and aiding the generating magnetization of the second dynamo in the first stage with a minor current from said source when current in load circuit approaches zero, and means responsive to changes in the speed of one of the shafts for causing the first dynamo to change to a generator and the second dynamo to a motor for operation in another stage. 7

19. In combination, a power shaft, a load shaft, a dynamo rotatively connected with both shafts and having a field element, a second dynamo rotatively connected in fixed speed relation with the power shaft and having a field element, means for magnetizing both field elements with load current from .one of the dynamos, and means separate from said magnetizing means to maintain in one of the field elements a slight and substantially constant magnetizing force for revers- 1 ing the residual magnetization whenever load current ceases to fiow.

20. In combination, a power shaft, a load'shaft, a dynamo rotatively connected with both shafts and having a field element, a second dynamo rotatively connected in fixed speed relation with the p'ower shaft and having a field element, a load circuit connecting said dynamos including a series field'coil on the second dynamo connected in motoring direction, and a separate source of current for maintaining a relatively slight and substantially constant magnetizing'force in the field element of the second dynamo.

21. Apparatus for transmitting power including a power member, a load member, a dynamo connected in fixed speed relation with the power member and having a field element an armature and a field coil, a second dynamo connected in variable speed relation with the power and load members and having a field element an armature and a field coil, an electric load circuit including both armatures and both field coils, all connected in series circuit relation, an auxiliary field coil for the first dynamo, and means including a separate source of current connected to said auxiliary coil for maintaining a slight and substantially constant magnetizing force opposing the magnetizing force of the current in the load circuit.

22. In combination, a power shaft, a load shaft, a dynamo rotatively connected with the power and load shafts, a second dynamo rotatively connected in fixed speed relation with the power shaft and having a field element and a plurality of field coils, a load circuit connecting said dynamos, means including one of the field coils, for magnetizingthe field element in motoring direction, and means including another field coil for magnetizing the field element in generating direction by a slight and constant magnetizing force.

23. In combination, a power shaft, a load shaft, a dynamo rotatively connected with both shafts having a field element, a second dynamo rotatively connected in fixed speed relation with the power shaft having a field element, a source of current, means for exciting the field element of the first dynamo with current from one of the dynamos, means for energizing the field element of the second dynamo,'a load circuit including the dynamos, means for varying the excitation of the field element of the second dynamo in accordance with the speed of the load shaft, and means for maintaining a slight magnetization in thefield element of the first dynamo with a minor current from said source when current in load circuit ceases.

' 24. In combination, a power shaft, a load shaft, a dynamo rotatively connected with both shafts having a field element, a second dynamo rotatively connected in fixed speed relation with the power shaft having a field element, a load circuit of current for maintaining a relatively slight magnetization in one of the field elements to maintain a slight current fiow in said load circuit in the same direction as said first magnetizing means when operation of said load shaft ceases.

26. In combination, a power shaft, a load shaft, a dynamo rotatively associated in fixed speed relation with the power shaft and having a field element, a second dynamo rotatively associated with the other shaft and cooperating with the first dynamo to transmit power! between the shafts, means for magnetizing the field element with load current for operation of first dynamo as a motor in one stage, means responsive to speed variations of the load shaft for changing the first dynamo from a motor to a generator for operation in another stage, and a source of current for maintaining magnetization in the field element when load current in the dynamos approaches zero during operation of first dynamo as a generator and for maintaining magnetization in the field element in the same direction when current in the dynamos approaches zero during operation of the first dynamo as a motor.

27. In combination, a power shaft, a load shaft, a dynamo rotatively connected infixed speed relation with the power shaft, a second dynamo rotatively connected with both shafts and having a field element, a load circuit comiecting said dynamos including a series field coll on said second dynamo, said-second dynamo being arranged to operate as a generator in one stage and as a motor in another stage, and a separate source of current for maintaining a slight magnetization of fixed direction in the field element of the second dynamo.

28. In combination, a power shaft, a load shaft, a dynamo rotatively connected in fixed speed relation with the power shaft, a second dynamo rotatively connected with both shafts, a load circuit connecting said dynamos including a. series field coil on the second dynamo, and a separate source of current for maintaining a slight magnetizing current in said series field coil when the load current in said circuit decreases to 'zero.

ALFONS H. NEULAND. 

